A Real Sport Engine
The Type R has the same 2.0L DOHC I-VTEC engine as powered in the Integra IS model. New engine series DOHC i-VTEC of Honda is intelligent engine which raises torque, mpg, and releases low emission exhaust gas. However, certain components such as the cylinder heads have been exclusively designed for this version of the Type R. Honda has paid special attention to the casting process for these parts that gives a
big improvement in the efficiency of intake and exhaust cycles. The extra efficiency has meant a more aerodynamic effect in the overall combustion process and thus a dramatic improvement in the engine power output and performance of the Type R.
[Optimum Gear Shiftpoint Curve]


A Light-weight Forged Chrome-Molybdenum Steel Flywheel
A super-light flywheel made of chrome-molybdenum steel gives the Type R a smoother power transition between the K20A engine and the Type-R close-ratio 6-speed transmission. The lightened flywheel improves both the feel and performance of the engine. It gives an instant response at any sudden throttle, when acceleration is demanded at any time as driver steps on the metal pedal. It reduces about 0.3 seconds in accelerating from 0 to 100 km/h, which equals to a reduction of 50 kg in the car weight.


The newest safe structure, a RVS selection control system
The DC5 uses a speed-sensored solenoid-type selection lock, RVS selection control system, same system adopted by NSX. When vehicle speed exceeds 20 km/h (~12 mph), the solenoid will be set to ON, a cam will be locked and the selection operation to a reverse gear becomes impossible, so a shift mistake can be prevented.


A multi-corn synchronization mechanism is adopted as the first in the world in a 2-litre classes
In order to reduce the load at the time of shift operation, it is effective to raise synchronization capacity. The DC5 adapts multi-corn synchronization, using triple corn for 1st and 2nd gear and double corn for 3rd to 6th gears. About 10% increase in diameter size was attained simultaneously. Shift load decreases now and pleasant operation can be enjoyed with a crunching sound. Moreover the rubber of the joint portion of a gearshift has a stopper structure which gives a rigid combination. The shift load between 2nd and 3rd gear has acquired about 5 kgf(s), a lighter value comparing to 7 kgf(s) by Toyota Celica 6MT and 6 kgf(s) by S2000. Although it was common that the shift load of a sports car is heavy, by Type R, such a concept is swept away by adoption of a multi-corn synchronization. It is decided invigoratingly lightly. The so-called "sports car which does not sweat" was made.


Variable path Exhaust pipes
The Type-R equips a new exhaust muffler that is constructed of variable pipes. The design can change silence priority by leading exhaust gas flow to variable paths with a silencer. At a low rpm region, silence priority becomes first. Sound is reduced and air current is reduced at the same time. As engine speed reaches near the 5,000 rpm, higher exhaust gas output becomes the priority that desires less back pressure. This design bumps up an extra 4 hp and 0.8 kg-m, than the predecessor model. Comparing at 8,000 rpm, about 1/3 of backpressure remains, therefore a large improvement
in the power output was achieved at the dual e-type exhaust pipe. Moreover, sport nature was emphasized by the adoption of a larger diameter finish.


A Clutch Start System
The DC5 has adopted the clutch start system as safety is measured from the time of engine starting. If the clutch pedal is not stepped on, the protection does not allow engine to start into operation.


Reducing body inertia moment
The front lower arm using aluminum forged material allows an effective weight reduction, each decreased by 1.6kg. The DC5 front and rear-end body is also strengthened by employing aluminum material for the bumper beam and floor crossing beam. A rear brake caliper is also aluminized. From the center of gravity, lightened components reduce the overall inertia moment as much as possible. The handling response is increased.


An Integration of a 4-port Brembo Brake System into the Type-R
The Type-R makes use of a Brembo 4-port brake system for the front. Brembo is well-known for its performance braking systems for track racing and widely used on standard exotic sports cars as their Original Equipment Manufacturer (OEM). By the physics of objects during deceleration, it explains that a higher percent of the vehicle weight is distributed towards the front in relative to the rear. As Type-R has a front-mounted engine design, a higher front-to-rear weight distribution is greatly compensated by the excellent Brembo 4-port brake system. To ensure
braking performance and reliability, the cooling capability is important for the brakes by more air passing through. Honda has done a magnificent job integrating the Brembo brake system into Type-R. By looking at the diagram, the brake cooling duct is designed to let more airflow through the front spoiler directly to the brake disc cooling, where the heat exchange takes place. The result of an extreme continuous breaking test from 160 to 0 km/h shows a reduction of temperature at the front brake pads by about 100 degree. Not only a fade proof nature but also excellent vapor lock toughness has been achieved. The front and rear aluminium brake caliper weighs about 2.3kg and 1.3kg respectively. Weight is an important factor of improving extreme high performance cars.